CN101825034B - Control device of diesel engine and method of controlling diesel engine - Google Patents
Control device of diesel engine and method of controlling diesel engine Download PDFInfo
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- CN101825034B CN101825034B CN2010101294517A CN201010129451A CN101825034B CN 101825034 B CN101825034 B CN 101825034B CN 2010101294517 A CN2010101294517 A CN 2010101294517A CN 201010129451 A CN201010129451 A CN 201010129451A CN 101825034 B CN101825034 B CN 101825034B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/152—Digital data processing dependent on pinking
- F02P5/1521—Digital data processing dependent on pinking with particular means during a transient phase, e.g. starting, acceleration, deceleration, gear change
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/025—Engine noise, e.g. determined by using an acoustic sensor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
- F02D41/403—Multiple injections with pilot injections
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Signal Processing (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
A control device of a diesel engine, including an acceleration detector including an acceleration sensor, the acceleration sensor being attached to an engine body that defines a combustion chamber, the acceleration detector configured to output a vibration acceleration, an integrator configured to integrate values corresponding to amplitudes of the vibration acceleration from a predetermined integration start timing that is at least before an ignition timing, a comparison unit configured to compare an integration value of the integrator with a predetermined ignition timing judgment level, and a real ignition timing judgment unit configured to judge a real ignition timing on the basis of a reach timing, at which the integration value has reached the ignition timing judgment level.
Description
The application requires the preference of the Japanese patent application No.2009-050580 that is filed on March 4th, 2009 under 119 of the 35U.S.C. §, and its complete content mode by reference is incorporated into this.
Technical field
The present invention relates in general to a kind of method of control gear and control diesel engine of diesel engine.The actual ignition timing of diesel engine is calculated or detected to this control gear.
Background technique
The ignition timing of diesel engine is controlled based on the fuel injection timing basically.But, be difficult to directly detect actual ignition timing.Therefore, whether correctly to satisfy required ignition timing normally uncertain in the actual ignition timing.The ignition timing meeting of diesel engine affects the discharge amount of the nitrogen oxide (NOx) in fuel consumption and the exhaust.Thereby the actual ignition timing of control is satisfied required ignition timing to realize that the desirable balance between NOx discharge amount and the fuel consumption is important, and they have tradeoff.
Japanese laid-open patent publication No.9-144583 discloses a kind of technology, comprises the vibration transducer (so-called detonation sensor) of the cylinder group that is connected to diesel engine.Residing timing was judged to be ignition timing when this technology had only reached specified level with the Oscillation Amplitude of vibration transducer.
But, in fact, except the vibration member that causes owing to ignition and combustion, also have many vibration member.Being difficult to fully will be owing to vibration member and other vibration member that ignition and combustion causes are separated.In addition, vibration can change in burn cycle.Be difficult to adopt the method for correlation technique correctly to judge ignition timing.
Summary of the invention
In an embodiment, the invention provides a kind of control gear of diesel engine, comprise acceleration detector, described acceleration detector comprises acceleration transducer, described acceleration transducer is connected to the engine block that limits the firing chamber, and described acceleration detector is configured to export vibration acceleration; Integrator, described integrator configuration become the suitable value of amplitude that starts timing integration and vibration acceleration from the predetermined integral before ignition timing at least; Comparing unit, described comparing unit are configured to integral value and the predetermined ignition timing determined level of more described integrator; And actual ignition timing judging unit, described actual ignition timing judging unit is configured to according to arriving the timing of timing judgement actual ignition, and in described arrival timing, described integral value has arrived described ignition timing determined level.
In another embodiment, the invention provides a kind of method of controlling diesel engine, comprise that the acceleration transducer by being connected to the engine block that limits the firing chamber detects vibration acceleration; Export described vibration acceleration; Start the suitable value of amplitude of timing integration and described vibration acceleration from the predetermined integral before ignition timing at least; Compare integral value and predetermined ignition timing determined level; And according to arriving the timing of timing judgement actual ignition, in described arrival timing, described integral value has arrived described ignition timing determined level.
Embodiment's basic principle is the integration absolute value suitable with the vibration acceleration amplitude continuously from the correct integration before ignition timing at least starts timing.This integral value increases monotonously, and comprises the vibration member except the vibration member that causes owing to ignition and combustion.When this arrives ignition and combustion and because the vibration member that burning causes when being integrated, integral value relatively increases in stage.According to the research of the inventor to embodiment, suppose arriving timing realization predetermined combustion state, arrive timing, integral value has arrived certain threshold level, that is, and the ignition timing determined level.This arrival timing correctly is associated with actual actual ignition timing, and is not subject to the impact of other vibration member.
Adopt content of the present invention, can accurately calculate or detect actual ignition timing, and can not be subject to the impact of the various vibration member except the vibration member that causes owing to diesel combustion.
Description of drawings
Accompanying drawing is incorporated into this and consists of the part of this specification, and accompanying drawing illustrates the present preferred embodiment of the present invention, is used from explanation each feature of the present invention together with above-mentioned describe, in general terms and following detailed description one.
Fig. 1 illustrates use according to the explanatory diagram of the structure of the diesel engine of the control gear of one embodiment of the present invention;
Fig. 2 is the flow chart that the handling process that detects for ignition timing is shown;
Fig. 3 is the explanatory diagram that the example of section sampling time is shown;
Fig. 4 is the explanatory diagram of example that the frequency range of the vibration acceleration that will be integrated is shown;
Fig. 5 is illustrated in the variation of pressing in the cylinder under the different injection timing (A) to (D) and the explanatory diagram of vibrating the variation of accelerating;
Fig. 6 is the Characteristic Views that the characteristic of the first control graph is shown;
Fig. 7 (A)-(B) illustrates explanatory diagram, and these views are illustrated in three integral value and checkout values under the different ignition timing;
Fig. 8 (A)-(C) illustrates explanatory diagram, and these views are illustrated in checkout value under three kinds of different operating conditions (A) to (C) and the relation between the actual ignition timing;
Fig. 9 illustrates the flow chart of the handling process of proofreading and correct for ignition timing;
Figure 10 is the performance plot that the characteristic of the second control graph is shown;
Figure 11 is the performance plot that the characteristic of the 3rd control graph is shown;
Figure 12 is the performance plot that the characteristic of target injection timing figure is shown;
Figure 13 is the performance plot that the characteristic of section figure period of combustion is shown;
Figure 14 (A)-(C) illustrates explanatory diagram, illustrates such as the variation with respect to the white cigarette of regulating emitted dose etc.; And
Figure 15 is the performance plot that the characteristic of rate of pressure rise figure is shown.
Embodiment
Fig. 1 illustrates the overall structure that can use diesel engine 1 of the present invention.Diesel engine 1 comprises common rail fuel injection apparatus.Fuel nozzle 3 is arranged on the upper center position of the firing chamber 2 of each cylinder.Fuel is collected in the storage (joint-track type) 5 by supply pump 4 pressurizations, then is dispensed to the fuel nozzle 3 of each cylinder, and sprays according to the state that opens or closes of each fuel nozzle 3.Storage 5 has the fuel pressure sensor 6 of detection fuel pressure (rail pressure).
Equally, diesel engine 1 comprises exhaust turbine 12 with coaxial arrangement and the super charger 11 of exhaust turbine of compressor 13.Gas-entered passageway 14 extends to firing chamber 2 from compressor 13.Cooler 15 is arranged in the gas-entered passageway 14 mutually.Exhaust passage 16 2 extends to exhaust turbine 12 from the firing chamber.Exhaust gas recirculatioon (EGR) passage 17 is arranged between exhaust passage 16 and the gas-entered passageway 14.Cooler for recycled exhaust gas 18 and EGR control valve 19 are arranged on EGR passage 17 places.Air cleaner 21 and airometer 22 are arranged on the position of the upstream of the compressor 13 in the gas-entered passageway 14.
Detonation sensor 26 (example of acceleration detector) is connected to the sidewall of cylinder group 25, and it is the part of engine block.Detonation sensor 26 is as acceleration transducer and in response to the vibration of cylinder group 25.Detonation sensor 26 can be arranged on each cylinder place.But in this embodiment, independent one detonation sensor 26 is arranged on the tram of cylinder group 25, and in this position, detonation sensor 26 can detect the vibration of all respective cylinder.The testing signal of detonation sensor 26 inputs to control unit 30.According to the testing signal of detonation sensor 26, thereby the fuel injection timing of fuel nozzle 3 is corrected in advance or postpones, and this will illustrate in greater detail later.
The input signal that comes from various sensors inputs to the control unit 30 as control gear.For example, except coming from the testing signal of detonation sensor 26 and airometer 22, input signal comprises the crank angle sensor 31 that comes from the crank angle (engine speed) of detecting crankshaft, detect the propelling pressure sensor 32 of propelling pressure, the first oxygen sensor 33 of the oxygen concentration of the position of the upstream of the oxidation catalyst 27 in the detection exhaust passage 16, the second oxygen sensor 34 of the NOx cleaning catalyst 28 in the detection exhaust passage 16 and the oxygen concentration of the position between the DPF 29, detect the inlet temperature sensor 35 of the inlet temperature of DPF 29, the outlet temperature sensor 36 of the outlet temperature of detection DPF 29 and the testing signal of the DPF differential pressure pickup 37 of the pressure reduction of the position of detecting the upstream and downstream that is positioned at DPF 29, and the testing signal of other sensors, such as the cooling-water temperature sensor that detects coolant water temperature, detect the gas pedal jaw opening sensor of gas pedal depression degree and the intake air temperature sensor of detection intake temperature.Control unit 30 according to described testing signal with control signal export fuel nozzle 3 to, regulate the throttle valve size of gas-entered passageway 14 intake-air throttle valve 38, regulate the pressure controlled valve 39 of aperture of the variable-nozzle of the super charger 11 of exhaust turbine, and control the operation of these valves.
Fig. 2 is the flow chart that the handling process that is used for actual ignition timing detection of being carried out by control unit 30 is shown.This program is repeatedly carried out (for example, with each predetermined crank angle or with each predetermined amount of time) with each predetermined counting period.
In step S1, read various signals, such as the crank angle (CA) of being detected by crank angle sensor 31.In step S2, judge whether in the burn cycle of each cylinder crank angle is among predetermined sampling time of the section Δ θ smp (referring to Fig. 3).If the crank angle is not among section Δ θ smp sampling time, in step S10, integral value (hereinafter illustrating in greater detail) is initialized as 0.
With reference to Fig. 3, sampling time, section Δ θ smp comprised at least one ignition timing, and corresponding to being that integration starts timing θ s and begins to the time period of about 50 ° of CA from starting timing, thereby select the generation time section of firing pressure.This, section can change according to engine operating condition sampling time.For example, can detect or calculate the rising of pressure rate of rise dP/d θ and the increase that produces heat, section sampling time can be defined as the never controlled combustion time period to the burning time period of rear time period.When except main fuel sprays, carrying out front injection and rear injection, it is desirable to determine section sampling time, so that the discharge time section of the front injection of Duan Buyu sampling time and rear injection is overlapping, thereby be not subjected to the impact of the vibration of front injection and rear injection.Integration starts timing θ s and is defined as main fuel and sprays start timing or after a while and the timing that (will describe later) at least before ignition timing.
If the crank angle is in section sampling time, program advances to step S3 so, in this step, reads detonation signal, and namely this detonation signal is the vibration acceleration from detonation sensor 26 outputs.At step S4, carry out bandpass filters process (or high pass filter processing) thus only select signal in scheduled frequency range Δ Frq, eliminate simultaneously the frequency band that clearly is expected to be noise.With reference to Fig. 4, scheduled frequency range Δ Frq for example is defined as from about scope of 5 to 10kHz, perhaps from about scope of 5 to 20kHz, thereby selects because the vibration that burning causes.Usually comprise the many vibration member that produce owing to driving fuel nozzle 3 from about scope of 2 to 4kHz, described vibration with period of combustion section side by side produce.Therefore, it is desirable to eliminate at least this scope.
At step S5, the value (absolute value) suitable with the amplitude of vibration acceleration carried out integration in each predetermined sampling circulation, and integral value is upgraded (integrator, integrating gear).Section sampling time (counting period) is defined as for example unit crank angle of 1 ° of CA, and perhaps 1/ (360/0.25 * Ne/60) * 10
6(μ s).For the integration of absolute value, in this embodiment, on the occasion of and negative value between the square value of the vibration acceleration that reverses by integration continuously.
At step S6, ignition timing determined level S_SL determines according to the present engine serviceability, that is, and and load (moment of torsion, fuel injection amount), engine speed, fuel pressure etc.Namely, ignition timing determined level S_SL can be according to variations such as engine speed, as shown in Figure 8.At step S7, the integral value S θ under each crank angle and ignition timing determined level S_SL compare (comparing unit, comparer).
If integral value S θ not yet reaches ignition timing determined level S_SL, so this EOP end of program.The ground of comparing, if integral value S θ has reached ignition timing determined level S_SL, program advances to step S8 and S9 so, wherein, calculate actual ignition timing rT_ign according to arriving timing, arrive just at present at this, integral value S θ has reached ignition timing determined level S_SL (example of actual ignition timing judging unit, actual ignition timing judgment means).More particularly, calculating just up to the transit time (S8) that arrives timing, obtains actual ignition timing rT_ign (crank angle) (S9) thereby this transit time is converted into the crank angle from the integration startup.
In above-mentioned example, carry out in real time described processing.But a series of processing that comprises sampling can be carried out based on the crank angle.In this case, can be omitted in the conversion process from real-time to the crank angle among the step S9, and can directly obtain actual ignition timing rT_ign (crank angle) from arriving timing (crank angle).
Fig. 5 illustrates explanatory diagram, represents the variation of the in-cylinder pressure of detonation sensor 26 outputs under the different injection timings (A) to (D) and the variation of vibration acceleration.Along with injection timing (main fuel sprays and starts timing) is postponed more, the in-cylinder pressure elevated areas α 1 and the vibration enhancing region alpha 2 that are caused by ignition and combustion are postponed more.Therefore, spray the startup timing according to main fuel and determine that integration starts timing θ s.This integration starts timing θ s and is defined as main fuel injection startup timing or timing a little later, more particularly, spray to start the timing (MIT+ θ n) that timing MIT postpones a predetermined propagation delay time period θ n from main fuel, this, section was considered the operating lag of vibration conveying system such as cylinder group retard time.More particularly, with reference to the first control graph MAP1 among Fig. 6, determine propagation delay time period θ n according to engine speed and fuel injection amount.With reference to Fig. 6, along with engine speed becomes large and along with fuel injection amount becomes large, propagation delay time period θ n increases.Therefore, can accurately eliminate except owing to the noise parts that sprayed by fuel the noise parts that the burning cause and injection form.
With reference to Fig. 5, along with spraying, fuel starts timing more delay from top dead center, and the intensity of vibration acceleration (amplitude) diminishes.Therefore, at step S6, it is desirable to that spray to start timing lingeringly more and reduce ignition timing determined level S_SL from top dead center along with fuel.
Fig. 7 illustrates different main fuels and sprays the variation that starts the integral value (integer value) under the timing MIT (ATDC), and with respect to variation and the error of the actual ignition timing of checkout value.Described " checkout value " is the crank angle (ATDC) that arrives just at present, arrives just at present at this, and integral value has arrived ignition timing determined level S_SL.This actual ignition timing is determined according to described checkout value.In this example, this actual ignition timing is to shift to an earlier date about 15 ° timing from described checkout value.With reference to Fig. 7, do not consider that main fuel spray to start timing, the actual ignition timing with respect to the variation of described checkout value (in the crank angle that arrives just at present) be in about ± 0.7 ° CA among a small circle in.By eliminating the impact of the noise vibration except the vibration that forms owing to the burning that is caused by the fuel injection, can accurately obtain the actual ignition timing.
Fig. 8 is illustrated in the relation between the lower checkout value of three operational conditions (A) to (C) with different exhaust representative points and the actual ignition timing.With reference to Fig. 8, even differ from one another when engine operating condition, the actual ignition timing with respect to arrive just at present the crank angle or the error of checkout value be in ± 1.2 ° of CA or narrower range in.Therefore, can not consider engine operating condition and accurately obtain the actual ignition timing.
Therefore the actual ignition timing rT_ign that obtains can be used for the various controls in the diesel engine 1.Fig. 9 is flow chart, illustrates for example by using actual ignition timing rT_ign to proofread and correct ignition timing IT.At step S11, target ignition timing tT_ign calculates according to current engine operating condition and determines, that is, according to load (moment of torsion) and engine speed, with reference to the second control graph MAP2 (example of target ignition timing determining unit) shown in Figure 10.In the second control graph MAP2, desirable ignition timing is dispensed to each operating point.The second control graph MAP2 has the basic similarly characteristic with target injection timing figure shown in Figure 12, wherein, distributes target injection timing IT according to engine operating condition (load and engine speed).
At step S12, the poor Δ T between acquisition target ignition timing tT_ign and the reckoning actual ignition timing rT_ign (=rT_ign-tT_ign).At step S13, obtain the injection timing correcting value IT_FB corresponding with poor Δ T with reference to the 3rd control graph MAP3 shown in Figure 11.Injection timing and ignition timing do not have " one-one relationship ".For example, although injection timing changes with 1 ° of CA, ignition timing can not change with 1 ° of CA.Equally, the relation between injection timing and the ignition timing can change according to operational condition.In view of this, in the 3rd figure MAP3, actual ignition timing rT_ign is more near target ignition timing tT_ign thereby correcting value IT_FB is assigned with.At step S14, the correcting value IT_FB that obtains with reference to the 3rd control graph MAP3 is added to current injection timing IT (example of fuel injection timing correcting unit).In the situation that needs, correcting value IT_FB can be learnt and be saved as the correcting value corresponding to each operating point.
Described sampling time, section was defined as just starting time period up to 50 ° of CA from for example integration.But this scope needs not to be fixing.This scope can be by considering that especially fuel injection amount Qf, rail pressure Pf, injection timing IT etc. change engine operating condition.For example, period of combustion, section θ brn was associated in rail pressure Pf and fuel injection amount Qf.Described period of combustion, but section θ brn reference example was calculated such as segment table period of combustion with characteristic as shown in figure 13.
As long as by considering predetermined propagation delay time period θ n with sampling time section startup timing θ s be defined as " θ s=IT+ θ n ", can obtain so only to comprise the minimum sampling time section of section period of combustion, to finish timing θ f and be defined as " θ f=IT+ θ n+ θ brn ", can change so that start timing θ s and finish timing θ f.For example, before carrying out, spray or after when spraying, this, section was conducive to avoid the impact of front injection and rear injection sampling time.
Figure 14 illustrates performance plot, expression is with respect to the variation of the generation rate (%) of the white cigarette of regulating emitted dose, the variation of (maximum) pressure rate of rise dP/d θ in the firing chamber, and the variation of the difference between actual ignition timing Tign and the main fuel injection end timing Tinj_end.Main fuel sprays and finishes timing Tinj_end by discharge time section adding injection startup timing is obtained.Described injection timing is that the desired value according to rail pressure and main fuel injection quantity obtains.
When water temperature is low, in particular, when load during such as zero load hour, before main fuel sprays, carry out to regulate and spray, thereby reduce combustion noise by fuel combination before igniting.The generation rate of the white cigarette in low water temperature and little load region depends on the adjusting emitted dose PilotQ shown in Figure 14 (A) basically.Become too large or too little if regulate emitted dose, so white cigarette increases.Therefore, load hour during zero load under the low water temperature is regulated emitted dose and is limited in the prespecified range Δ Q, thereby reduces the generation rate of white cigarette.
Simultaneously, in order to suppress the generation rate of white cigarette, the pressure rate of rise dP/d θ in the firing chamber, and spray the time period that finishes timing Tinj_end (Tign-Tinj_end) from actual ignition timing Tign to main fuel and can be restricted to predetermined value or less.When regulating emitted dose PilotQ change, although ignition timing and the diffusive combustion rate of main burning are basically constant, because the impact of wall section stream, the pressure rate of rise dP/d θ in the firing chamber can produce obvious variation.More particularly, with reference to Figure 14 (B), increase along with regulating emitted dose PilotQ, because wall section stream, the rate of combustion between main main combustion period increases.Therefore, pressure rate of rise dP/d θ increases.But, lower within the time period (Tign-Tinj_end) for the susceptibility of regulating emitted dose PilotQ.Change in range delta Q although regulate emitted dose PilotQ, susceptibility there is no change.Therefore, in prespecified range Δ Q, proofread and correct this and regulate emitted dose PilotQ, so that pressure rate of rise dP/d θ is predetermined value or less (regulating the example of emitted dose correcting unit).For example, when pressure rate of rise dP/d θ is on predetermined value, is corrected and reduces thereby regulate emitted dose PilotQ, thereby reduce pressure rate of rise dP/d θ.Therefore, the possibility that produces white cigarette can be reduced in little load region effectively, the zero load when comprising low water temperature.
Pressure rate of rise dP/d θ directly detects by using pressure sensor in the cylinder, and this sensor is the pressure in test example such as the firing chamber directly.Selectively, can not use the interior pressure sensor of cylinder of this costliness.Can calculate pressure rate of rise dP/d θ according to total mark value and fuel injection amount with reference to control graph shown in Figure 15.With reference to Figure 15, along with the total mark value increases and along with emitted dose increases, pressure rate of rise dP/d θ uprises.The total mark value is the square value of the amplitude of the interior vibration acceleration of the scheduled frequency range in section sampling time.The total mark value is corresponding to combustion intensity.The scheduled frequency range that is used for calculating total mark value can use identical frequency range (5 to 10kHz, and 5 to 20kHz) as the frequency of integral value θ s.But in order to select more accurately combustion intensity, frequency range can be narrower, such as in 8 to 10kHz scope.
As mentioned above, in this embodiment, use from the vibration acceleration of detonation sensor 26 outputs, it is general for a plurality of cylinders, and general pinking for detection of existing diesel, thereby eliminates the frequency band that is considered to noise.Then, the square value of the amplitude of vibration acceleration (absolute value) starts timing from correct integration and begins integration.Because integration start timing in the vibration propagation delay of considering cylinder group 25, be defined as the main fuel injection timing or a little later with ignition timing before correct timing, so can eliminate the noise except the vibration that causes owing to ignition and combustion, therefore can accurately obtain because the integral value of the vibration acceleration that ignition and combustion causes.Residing arrival timing (crank angle) when the actual ignition timing of each cylinder can arrive the ignition timing determined level according to integral value and accurately obtaining, and be not subjected to except because the impact of the various vibration member the vibration member that burning causes.
Although disclose the present invention with reference to certain preferred embodiment, but can be in the situation that do not break away from marrow of the present invention and scope is made various improvement, variation and change to described embodiment, circumscription of the present invention is in appended claim and equivalent thereof of the present invention.Therefore, the present invention also is not intended to and is limited to described embodiment, but has the full breadth that the language by subsequently claim limits.
Claims (9)
1. the control gear of a diesel engine comprises:
Acceleration detector, described acceleration detector comprises acceleration transducer, and described acceleration transducer is connected to the engine block that limits the firing chamber, and described acceleration detector is configured to export vibration acceleration;
Integrator, described integrator configuration become from the predetermined integral before ignition timing at least to start the timing integration value suitable with the amplitude of described vibration acceleration, and described integrator continues to carry out integration until integral value arrival ignition timing determined level;
Comparing unit, described comparing unit are configured to integral value and the predetermined ignition timing determined level of more described integrator; And
Actual ignition timing judging unit, described actual ignition timing judging unit are configured to according to arriving the timing of timing judgement actual ignition, and in described arrival timing, described integral value has arrived described ignition timing determined level.
2. the control gear of diesel engine according to claim 1 also comprises:
Filter, described filter deployment becomes to select described vibration acceleration in scheduled frequency range,
Wherein, described integrator divides the square value of described vibration acceleration in described scheduled frequency range inner product.
3. the control gear of diesel engine according to claim 1, wherein, described integration starts timing and sprays according to main fuel and start timing and determine.
4. the control gear of diesel engine according to claim 3, wherein, described integration starts timing and is defined as main fuel and sprays the timing that starts the residing timing of timing or postponed by the predetermined propagation delay time period.
5. the control gear of diesel engine according to claim 1, wherein, described ignition timing determined level is determined according to engine operating condition.
6. the control gear of diesel engine according to claim 1 also comprises:
Target ignition timing determining unit, described target ignition timing determining unit is configured to determine the target ignition timing according to engine operating condition; And
Fuel injection timing correcting unit, described fuel injection timing correcting unit is configured to the correction fuel injection timing, so that by the comparison between described target ignition timing and the described actual ignition timing, described actual ignition timing becomes closer to described target ignition timing.
7. the control gear of diesel engine according to claim 1, also comprise and regulate the emitted dose correcting unit, described adjusting emitted dose correcting unit is configured to proofread and correct the adjusting emitted dose that is used for regulating injection according to the pressure rate of rise in the described firing chamber, and described adjusting is carried out before being injected in the main fuel injection.
8. the control gear of diesel engine according to claim 7, also comprise calculator, described calculator is configured to during comprising the scheduled sampling time section of described at least ignition timing, calculate the total mark value by the suitable value of the amplitude of integration in scheduled frequency range and described vibration acceleration, and calculate described pressure rate of rise according to described total mark value and fuel injection amount.
9. method of controlling diesel engine comprises:
Detect vibration acceleration by the acceleration transducer that is connected to the engine block that limits the firing chamber;
Export described vibration acceleration;
Start the timing integration value suitable with the amplitude of described vibration acceleration from the predetermined integral before ignition timing at least, and integration continues to carry out until integral value arrival ignition timing determined level;
Compare integral value and predetermined ignition timing determined level; And
Judge the actual ignition timing according to arriving timing, in described arrival timing, described integral value has arrived described ignition timing determined level.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP050580/09 | 2009-03-04 | ||
| JP2009050580A JP5182157B2 (en) | 2009-03-04 | 2009-03-04 | Diesel engine control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101825034A CN101825034A (en) | 2010-09-08 |
| CN101825034B true CN101825034B (en) | 2013-02-06 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2010101294517A Expired - Fee Related CN101825034B (en) | 2009-03-04 | 2010-03-03 | Control device of diesel engine and method of controlling diesel engine |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US8418674B2 (en) |
| EP (1) | EP2226485A3 (en) |
| JP (1) | JP5182157B2 (en) |
| CN (1) | CN101825034B (en) |
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| KR101316281B1 (en) | 2011-12-13 | 2013-10-08 | 아주대학교산학협력단 | Method for controlling of combustion in diesel engine |
| US9650036B2 (en) * | 2012-05-04 | 2017-05-16 | Ford Global Technologies, Llc | Methods and systems for adjusting cylinder air charge |
| JP5579787B2 (en) * | 2012-06-19 | 2014-08-27 | 本田技研工業株式会社 | Control device for internal combustion engine |
| JP5502176B2 (en) * | 2012-10-26 | 2014-05-28 | 三菱電機株式会社 | Control device for internal combustion engine |
| ITBO20120591A1 (en) * | 2012-10-29 | 2014-04-30 | Magneti Marelli Spa | METHOD OF RECOGNITION OF THE FUEL TYPE ACTUALLY USED IN AN INTERNAL COMBUSTION ENGINE |
| JP6215943B2 (en) * | 2014-05-22 | 2017-10-18 | 日産自動車株式会社 | Diesel engine combustion chamber structure |
| JP2016151258A (en) | 2015-02-19 | 2016-08-22 | 株式会社デンソー | Fuel injection control device |
| JP6398880B2 (en) * | 2015-06-09 | 2018-10-03 | トヨタ自動車株式会社 | Combustion noise suppression control device for internal combustion engine |
| US9933334B2 (en) * | 2015-06-22 | 2018-04-03 | General Electric Company | Cylinder head acceleration measurement for valve train diagnostics system and method |
| GB2547879B (en) * | 2015-12-23 | 2021-02-10 | Cummins Inc | Methods and apparatuses for combustion diagnosis and control of internal combustion engines using accelerometers |
| KR20180068196A (en) * | 2016-12-13 | 2018-06-21 | 현대자동차주식회사 | Method and apparatus for controlling engine system |
| GB2563913B (en) * | 2017-06-29 | 2020-03-25 | Perkins Engines Co Ltd | Engine monitoring apparatus |
| WO2019058534A1 (en) * | 2017-09-22 | 2019-03-28 | 株式会社トランストロン | Injector injection quantity control device, injector injection quantity control method, program and storage medium |
| JP6897552B2 (en) * | 2017-12-26 | 2021-06-30 | トヨタ自動車株式会社 | Internal combustion engine control device |
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Also Published As
| Publication number | Publication date |
|---|---|
| EP2226485A3 (en) | 2018-04-18 |
| US8418674B2 (en) | 2013-04-16 |
| US20100224168A1 (en) | 2010-09-09 |
| JP5182157B2 (en) | 2013-04-10 |
| JP2010203341A (en) | 2010-09-16 |
| CN101825034A (en) | 2010-09-08 |
| EP2226485A2 (en) | 2010-09-08 |
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